Distributor with rotor advance input control

ABSTRACT

A distributor includes a fixed tubular housing having a mounting flange and a contact cap secured to the flange and having a rotor shaft journaled in the one housing end. A rotor is secured to the shaft. An engine shaft is journaled in the housing&#39;&#39;s opposite end and coupled to the engine crankshaft. A sleeve extends over the shafts and includes a pair of diametrically opposite radial grooves mating with radial projections of the engine shaft and a pair of generally spiral grooves between the radial grooves mating with spiral projections on the rotor shaft. The sleeve is journaled in a non-rotating, axially movable tubular support member. Alternatively, the sleeve is coupled to the rotor shaft with a radial projection and slot. The engine shaft is a tubular member. The sleeve and engine shaft having mating and complementing cam edges. A throttle lever is connected to the support member axially with the throttle control to thereby rotate the rotor shaft relative to the engine shaft to advance and retard the timing.

United States Patent 51 3,705,501 Minks Dec. 12, 1972 [s41 DISTRIBUTOR WITH ROTOR [57] ABSTRACT ADVANCE INPUT CONTROL A distributor includes a fixed tubular housing having a [72] Inventor: Floyd M. Minks, Route 1', Box 41, mounting flange and a contact cap secured to the Kissimmee, Fla. 3274i.

Primary Examiner-Edward G. Favors Attorney-Andrus, Sceales, Starke & Sawall King et al. "64/25:,

- non-rotating,

flange and having a rotor shaft joumaled in the one housing end. A rotor is secured to the shaft. An engine shaft is joumaled in the housings opposite end and coupled to the engine crankshaft. 'A sleeve extends over the shafts and includes a pair of diametrically opposite radial grooves mating with radial projections of the engine shaft and a pair of generally spiral grooves between the radial grooves mating with spiral projec- "tions on the rotor shaft. The sleeve is joumaled in a axially movable tubular support member. Alternatively, the sleeve is coupled to the rotor shaft with a radial projection and slot. The engine shaft is a tubular member. The sleeve and engine shaft having mating and complementing cam edges. A ,throttle lever is connected to the support member axially with the throttle control to thereby rotate the rotor shaft relative to the engine shaft to advance and retard the timing.

17 Claims, 12 Drawing Figures PATENTEDnmzmrz 3.705501 sum 1 OF 3 INVENTQR. FLOYD M.. MINKS Attorneys PATENTED w: 12 I912 SHEET 2 [1F 3 FIG. 8

INVENTOR. I FLOYD M. MIKS Attorneys v DISTRIBUTOR WITH ROTOR ADVANCE INPUT CONTROL BACKGROUND OF THE INVENTION This invention relates to a distributor for an internal combustion engine and in particular to a distributor having an adjustable throttle advanced control.

In multiple cylinder internal combustion engines and the like a distributor is employed to sequentially and cyclically interconnect the individual spark plugs or other firing means to the ignition power source. The distributor generally includes a rotor connected to the high tension or ignition power source and rotatably driven with a distributor cap which carries the individual contacts for the several cylinders and related plugs. The rotor is driven in synchronism with the crankshaft and therefore piston movement to establish a contact closure in order to provide the desired electric spark to the proper cylinder at the proper moment for operating the engine. The spark is generally generated just prior to the piston reaching top center of its stroke. However, the precise ignition time is advanced or retarded depending upon the particular speed of engine operation. conventionally, the advance and retard of the ignition timing has been controlled by selective rotation of the distributor and particularly the distributor housing with respect to the rotor. Although this system has provided satisfactory operation of internal combustion engines for many years, it does require a rotatable mounting of the distributor assembly and a corresponding rotating input movement to the assembly.

SUMMARY OF THE PRESENT INVENTION v The present invention is particularly directed to a distributor for internal combustion engines employing a timing control wherein the distributor housing with the fixed contact means is mounted in fixed relation to the rotor and the rotor is coupled to the engine through an adjustable angular control for setting of the rotor with respect to the distributor housing and firing contact means. Generally, in accordance with thepresent invention the rotor is coupled to the engine through a pair of shaft members which are interconnected by a coupling means which is movable axially over the shafts. The coupling means interconnects the shafts to transmit the rotary motion from the engine to the rotor to thereby produce synchronized movement of the rotor and the crankshaft.'The coupling means is positioned through a throttle connection control and is coupled to the rotor shaft to adjust the angular position of the rotor with respect to the engine coupling shaft in accordance with the axial positioning of the coupling means. The housing and distributor is thus mounted in a fixed manner with the timing advanceand retard control responsive to the angular orientation of the rotor. Further, the angular orientation is responsive to the axial movement of the coupling means.

In a preferred and particularly novel construction of the present invention, the engine to rotor coupling apparatus includes a split shaft defining an engine connected portion or shaft and a rotor connected shaft. A sleeve member is axially movable over the two shafts. A radial lip and projection coupling interconnects the sleeve member to the engine connected shaft to positively transmit the rotation to the coupling member. A

spiral gear and groove coupling interconnects the opposite end of the coupling sleeve member to the rotor connected shaft. The sleeve thus may be positioned axially of the engine connected shaft while maintaining rotating drive therebetween. Such axial positioning however as a result of the spiral gear and groove arrangement results in a relative angular movement or orientation of 'the rotor connected shaft with respect to the engine connected shaft and thereby produces the desired adjustment of the rotor with respect to the firing contact means. The sleeve is rotatably mounted in an axially adjustablemember which in turn is coupled to the throttle connection means.

In an alternative construction the rotor shaft is coupled by a groove and slot connection to a sliding sleeve having a cam surface, extending circumferentially and axially of the sleeve. The engine coupled shaft includes a complementary cam surface engaging the cam surface of thesleeve. The axial position of the cam sleeve then determines the relative angular orientation between the engine shaft and the'rotor shaft. For any given axial position, the assembly rotates as a single unit to provide a timed rotation of the distributor rotor with the engine shaft. If desired the axially movable sleeve can, of course, be coupled to the engine driven shaft for simultaneous rotation therewith and engage a corresponding cam surface on the rotor shaft.

Applicant has found that this provides a highly reliable throttle advance control with a simplified mounting of the distributor to the engine.

BRIEF DESCRIPTION OF THE DRAWINGS The drawings furnished herewith illustrate the best mode presently contemplated by the inventor for carrying out the subject invention in which the above advantages and features are clearly disclosed as well as others which will be readily understood from the description hereinafter given of such embodiment.

In the drawings:

FIG. 1 is a diagrammatic illustration of an internal combustion engine with a distributor unit constructed and mounted in accordance with the present invention;

FIG. 2 is an enlarged partial section through the distributor shown in FIG. 1;

FIG. 3 is ahorizontal section taken generally dn line 3-3 of FIG. 2 with parts broken away to shown details of the rotor coupling;

FIG. 4 is a fragmentary exploded view of a portion of the distributor. shown in FIG. 2;

FIG. 5 is a horizontal section taken generally on the line 5-5 of FIG. 2 and illustrating the engine timing shaft coupling;

FIG. 6 is a horizontal view taken on the line 6-6 of FIG. 2 and illustrating the rotor shaft coupling;

FIG. 7 is a horizontal view taken on the line 7-7 of FIG. 2 and further illustrating the shaft coupling;

FIG. 8 is a view similar to FIG. 2 showing the result of moving the coupling sleeve member shown in FIGS. 2 through 7;

FIG. 9 is a view similar to FIG. 2 illustrating an alternate construction of the throttle advance mechanism shown in FIGS. 2 through 8;

FIG. 10 is a horizontal section taken on line 10-10 of FIG. 9;

FIG. 11 is a similar horizontal section taken on line 11-11 ofFIG. 9; and

FIG. 12 is an exploded fragmentary view more clearly illustrating the cam surfaces providing the coupling between the engine driven shaft and the rotor shaft of the embodiment of the invention shown in FIGS. 9 l l, inclusive.

DESCRIPTION OF THE ILLUSTRATED EMBODIMENT OF THE INVENTION Referring to the drawings and particularly to FIG. 1 an internal combustion engine 1 suitable for an outboard motor or the like is illustrated. The engine 1 will include a crank shaft and associated pistons not shown to provide the necessary driving power. The rotation and movement of the crankshaft is coupled through a timing belt 2 to an ignition distributor 3 which, as shown, in FIG. 2, includes a rotatable rotor 4 having a common contact 5 sequentially aligned with several cylinder electrodes or contacts 5a individually connected to corresponding spark plugs 6 fonning a part of the engine 1 in accordance with the usual construction. The rotor 4 is connected to a supporting stem 7 carrying a control disc 8 for selectively actuating a capacitor discharge ignition source or other similar power source 9 for providing firing power to the rotor 4 and particularly common contact 5 in synchronism with the alignment of the rotor contact 5 with an electrode 5a. Thus, the ignition system may advantageously be constructed in accordance with the teaching of US. Pat. No. 3,502,955 to Floyd M. Minks wherein a blocking oscillator is connected to a battery source to charge a capacitor which is discharged through the distributor 3 for firing of the spark plugs 6 at the appropriate time. As disclosed in that patent, the triggering to initiate a charging cycle as well as to simultaneously discharge the previous energy stored in the capacitor may be controlled through a vane controlled blocking oscillator which is turned on" or of to produce the desired pulse control. The vane controlled blocking oscillator may advantageously be constructed with an apertured or disc vane such as shown in FIG. 3. The disc 8 sequentially passes through a pair of magnetic coupling members 10 to control the feedback within the blocking oscillator and thereby control the pulse formation. The disc 8 includes circumferentially spaced slots 10a which vary the magnetic coupling through an eddycurrent generating effect which in turn controls the blocking oscillator circuitry mounted as a potted member 1 1 within the distributor 3.

As shown in FIGS. 1 and 2, the angular position of the rotor contact 5 with respect to the firing electrodes or contacts 5a is controlled by the positioning of a throttle control or timing lever 12 coupled to the engine throttle mechanism or the like. The throttle lever 12 axially extends through and terminates in an axial adjustable coupling means or unit 13 within a tubular housing 14 of the distributor 3. The housing 14 is releasably and fixedly mounted to an engine bracket 15 with the rotor 4, disc 8 and associated circuit member 11 disposed within an inverted cup-shaped cap 16. The cap 16 is releasably secured to a flange on the lower end of the housing 14 in accordance with the usual construction. The circuit member 11 is mounted within a supporting housing 17 which is bolted or otherwise suitably mounted to the flange and within the cap 16.

The rotor 4 is interconnected through the special coupling unit 13 to a drive gear 18 which is coupled by the timing chain or belt 2 to the crankshaft of the engine 1 to be rotated in synchronism and determined timed relation with the crankshaft. In particular the coupling unit 13 includes an engine timing shaft 19 which extends downwardly into the housing 14, with the gear 18 clamped to the upper end by a suitable clamping bolt 20. The shaft 19 includes a shoulder 21 spaced from the gear 18. A roller bearing 22 is mounted within the upper end of the housing 14 and the shaft 19 is joumaled therein with the gear 18 abutting one face of the roller bearing 22 and the shoulder 21 hearing against the opposite side of the roller bearing 22 to rotatably mount the shaft 19 within the housing 14.

The shaft 19 includes a splined coupling portion 23 having a pair of diametrically opposite grooves 24. The splined portion is welded or otherwise affixed to the shaft 19 to form a generally integral part thereof. The shaft 19 with portion 23 projects approximately halfway through the housing 14 with the inner end forming a part of the coupling unit 13.

In particular the unit 13 includes a tubular coupling sleeve 25 which is rotatably and slidably mounted within the housing 14. Sleeve 25 telescopes in varying degrees with the shaft 19 between maximum axial positions. This sleeve 25 in particular has a pair of diametrically located projections 26 on the interior surface corresponding to and mating with the grooves 24 of the shaft 19, as clearly shown in FIGS. 2 and 5. The projections 26 are formed on one end portion which is maintained in overlapping relationship with shaft 19 for all axial positions of sleeve 25 such that the rotation of the shaft 19 is transmitted to the sleeve 25.

The sleeve 25 additionally telescopes with a timing rotor shaft 27 which is coaxially aligned with the shaft 19 within housing 14. The inner end of the shaft 27 is provided with a recess 28 mating with a related pin 29 on the innermost end of the shaft 19. The opposite end of the shaft 27 projects inwardly and is threaded into the innermost end of-the rotor stem 7. The stem 7 is locked to the shaft 27 by a lock screw 30 to positively lock the rotor in a predetermined location on the shaft 27. The shaft 27 is rotatably mounted within the housing 14 by a bearing 31 which provides a radial and axial support for the shaft 27 and stem 7.

The shaft 27 includes outer coupling sleeve 32 affixed to the shaft 27 through suitable means and generally of a diameter corresponding to the bore of the coupling sleeve 25. The shaft 27 and particularly the coupling portion includes a pair of diametrically located spiral projections 34 and 35 which ,are similarly formed on the shaft 27 as shown most clearly in FIGS. 2, 4 and 6. In particular, the spiral projection 34, as viewed in FIGS. 2 and 4, extends from the upper end of the shaft 27 downwardly and to the right over slightly less than of the circumference of the shaft 27. The opposite projection 35 extends over the diametrically opposite portion beginning at the opposite side of the shaft and extending downwardly and to the left.

As shown in FIGS. 2, 6 and 7, the spiral projections 34 and 35 mate with correspondingly shaped spiral grooves 36 and 37 in the lower end of sleeve 25, opposite the end including the projections 26. As most clearly shown in FIG. 4, sleeve 25 has the projections 26 on one end and the grooves 36 and 37 on the opposite end with the intermediate portion corresponding to the maximum diameter of shafts l9 and 27. Grooves 36 and 37 are also located on the opposite sides of the common plane through the engine timing shaft coupling projections 26 of sleeve 25. The axial positioning of the sleeve 25 with respect to shafts 19 and 27 directly determines the relative angular orientation or position of the shaft 27 relative to the position of the sleeve 25 and the interconnected timing engine shaft 19. Thus, the interconnected radial coupling of shaft 19 to the sleeve 25 prevents relative angularmovement therebetween. Further, the interconnection of the shaft 19 through the timing mechanism to the engine 1 provides a load on the mechanism such that it is essentially fixed with respect to the distributor-rotor mechanism.

Thus, as the sleeve 25 is moved axially on the shaft 19, the sleeve 25 and shaft 19 is, in essence, prevented from rotation with respect to the shaft 27. As a result, the shaft 27 rotates relative to the shaft 19 as a result of the spiral projection and groove interconnections. This, in turn, results in a corresponding angular movement of the rotor stem 7 and the interconnected rotor 4. The axial positioning of the sleeve 25 therefore determines the positioning of the rotor contact 5 with respect to the contacts 5a for any given position of the timing engine shaft 19 and therefore the engine pistons 1. This, in turn, provides the means for directly controlling the timing advance or retard of the engine.

The sleeve 25 is axially positioned within the housing 14 through the interconnection to the throttle control shaft or lever 12. In particular the sleeve 25 includes an lower enlarged portion 38 which projects outwardly within an internal recess on the lower end of a positioning tube member 39. The portion 38 is confined between the ledge defined by the recess in the tube member 39 and a needle bearing 40 secured to the member 39 and rotatably holding the sleeve within the member. Thus, the sleeve 25 is rotatably mounted within the member 39 but moves axially therewith.

The tubular member 39, in turn, is positioned axially by the lever 12. The lever 12 is a shaft or rod member which extends through a slot or opening 42 in the side wall of the housing 14. The inner end of the lever l2 is suitably connected to the member 39 as by a threaded connection 43. A guide and cover plate 44 is clamped to the lever and in particular between an enlargement 45 and the threaded engagement with the tubular member 39. The guide plate 44 extends over the slot 42 and adjacent the house wall, with a guide hub 47 projecting inwardly into the slot. The hub 47 guides the lever for vertical movement and the plate 44 forms a closure over the slot for all positions of the timing lever 12.

In the illustration of FIG. 2 the throttle timing lever 12 is shown in the lowermost position with the sleeve member 39 correspondingly located in the lower portion of the housing 14. The operation of the engine 1 will drive the rotor 4through the mechanical train including the shaft 19, the lip and groove coupling of the shaft 19 to the sleeve 25 and the spiral lip and groove coupling of the sleeve 25 to the rotor shaft 27, stem 7 and rotor 4. The angular orientation of the contact 5 of the rotor 4 is thereby in a predetermined, selected, adjustable alignment with the firing contacts 5a to supply power to the spark plugs 6 at a predetermined timed relationship with respect to the positioning of the corresponding engine piston. As the lever 12 moves downwardly, the tubular member 39 and the interconnected rotating sleeve 25 are correspondingly positioned. For example, in the position shown in FIG. 8, the sleeve 25 has been moved upwardly and as a result rotor shaft 27 has correspondingly rotated because of the spiral projection and groove coupling between the shaft 27 in the sleeve 25. A comparison of FIGS. 2 and 8, and the horizontal section shown in FIG. 3, and particularly the position of the projections 34 which are shown in full line in FIGS. .2 and 7 show the angular repositioning of the rotor 4 with respect to the timing shaft 19 and thus clearly illustrate the variation in the alignment of the rotor contact 5 with respect to the contacts 5a for any given engine position.

The lever 12 may be positioned through any suitable coupling. An adapter for use in the conventional outboard marine engine is shown in FIG. 1 including a cam coupling sleeve 48 rotatably mounted on the housing 14 and having a cam opening 49 within which lever 12 rides. A pivot rod 50 is secured at one end to sleeve 48 through a lost motion slot attachment 51 and at the opposite end to a pivotally mounted lever 52 from the throttle linkage 53.

In the operation of the illustrated embodiment, the rotation of the engine crankshaft is thus coupled to the distributor shaft assembly including shaft 19, coupling assembly 13 and shaft 27 to correspondingly and properly actuate and position the switching disc 8 in timed relation with the coupling of the firing contacts 5a to the rotor contact 5 to supply power to the spark plug ignition leads and attached spark plugs 6. For any given speed setting of the throttle linkage 53, the particular time of firing is varied by repositioning of the lever 12 and thereby the interconnecting sleeve 25 to readjust the angular position of the disc 8 and the rotor 4 with respect to the timing shaft 19 which, in turn, is directly tied to and maintained in synchronism with the movement of the crankshaft and the associated pistons.

During the operation of the engine the timing may be continuously adjusted to maintain optimum synchronization of the ignition system. I

The present invention provides a distributor permitting fixed mounting of the distributor housing while maintaining accurate and reliable control of the advance of the apparatus or of the ignition system.

Referring particularly to FIGS. 9 through 12, an alternative embodiment of the invention, and particularly an alternative adjustable coupling means, is illustrated for interconnecting of the engine timing shaft to a distributor rotor shaft. Except for the adjustable coupling means, the embodiment of the invention illustrated in FIGS. 9 12 essentially corresponds to that iilustrated in FIG. 2 and, consequently, corresponding elements have been similarly numbered for purposes of clarity and simplicity of explanation.

Referring particularly to FIG. 9, the engine shaft 19 is rotatably supported in a distributor housing 14 which, in turn, is secured to the engine through a bracket 15. The engine driven shaft 19 is connected through an axially adjustable coupling unit 54 to drive a rotor shaft 27 which is similarly connected to drive a switching disc 8 and the rotor 4 of a distributor 3.

The coupling unit 54 includes an integral extension of the shaft 19 which extends downwardly through the housing 14 as a tubular shaft 55. A radial bearing unit 56 is provided adjacent the upper portion of the shaft 19 and secured within the mounting to the engine to rotatably support the shaft. The depending tubular shaft 55 has a portion thereof removed to define a circumferentially and axially extending spiral cam edge or surface 57.

The rotor shaft 27 is formed as a solid shaft 58 which extends through the housing 14 and into the tubular extension or shaft 55 of the engine driven shaft 19. The end of the shaft 58 is radially supported by the engine driven shaft through a guide pin 59 which extends coaxially from the end of shaft 58 into a suitable recess 60 in the base of the tubular shaft 55.

A cam sleeve 61 is slidably mounted upon the shaft 58 and is coupled thereto by a projection and radial slot connection. Thus, in the illustrated embodiment, the shaft 58 is formed with a radial recess 62 axially extending the length of the shaft 58 within the housing 14. The sleeve 61 has a corresponding mating radial projection 63 such that the sleeve is coupled to rotate with the shaft 58 under all axial positions of the sleeve. The sleeve 61 further has a circumferential portion removed, with the edge thereof formed to define a generally spiral cam edge or surface 64 extending circumferentially and axially of the sleeve. The cam edge or surface 64 of the sleeve mates with and complements the cam edge or surface 57 of the engine driven tubular shaft 55. Consequently, the axial position of the sleeve 61 is relative to the shaft 55 and the shaft 58 establishes and controls the angular or rotational orientation of the shaft 19 relative to the shaft 27.

The sleeve 61 is rotatably mounted within a tubular support member 65 which in turn is interconnected to the throttle lever 12 as in the previous embodiment. The positioning of the tubular member 65 and therefore the sleeve 61 is thereby directly related to the throttle position to provide the desired control of the advance and retard of the ignition.

Various modes of carrying out the invention are contemplated as being within the scope of the following claims, particularly pointing out and distinctly claiming the subject matter which is regarded as the invention.

1 claim:

1. In a distributor for an internal combustion engine including a switch means for selectively transferring power from a power source to an engine ignition means, comprising an input shaft assembly including a first and a second shaft,

means connecting one of said shafts to actuate said switch means,

means connecting the other of said shafts to the engine for rotation thereby, and

a coupling means coupled to said shafts and movable axially of said shafts and including a first coupling between said first shaft and said coupling means preventing relative angular movement therebetween and a second coupling between said second shaft and said coupling means establishing angular movement of said second shaft relative to said coupling means and said first shaft in correspondence with the axial positioning of said coupling means with respect to said shafts.

2. In the distributor of claim 1 wherein said first and second shafts are mounted in coaxial alignment,

said coupling means includes a coupling member extended between and overlapping both said shafts and axially adjustable relative to the said shafts,

said first coupling including an axial straight lip and groove coupling permitting axial movement of said coupling member for corresponding rotation for any given axial positioning of said coupling member, and

said second coupling including a spiral cam coupling for establishing relative movement of said second shaft with respect to the said coupling member in response to axial movement of said coupling member relative to said second shaft and interlocking said second shaft and said coupling member for corresponding rotation for any given axial positioning of said coupling member.

3. In the distributor of claim 2 wherein said coupling member is a tubular member, and means rotatably mounting said tubular member and movable axially of said shafts for correspondingly positioning said tubular member.

4. In the distributor of claim 2 wherein said second coupling includes a mating lip and a groove formed respectively in said coupling member and said shaft.

5. In the distributor of claim 2 wherein said second coupling includes said second shaft and said coupling member as corresponding diameter tubular members having circumferential portions removed and defining mating and complementing cam edges extending circumferentially and axially of said first shaft.

6. In a distributor for an internal combustion engine including a rotatable switch means for selectively transferring power from a power source to an engine ignition means, comprising an input shaft assembly including a rotor timing shaft and an engine coupling shaft;

a mounting means,

means rotatably mounting said rotor shaft and said engine shaft within said mounting means,

a coupling member coupled to said shafts and movable axially of said shafts and including a first coupling means between a first of said shafts and said coupling means preventing relative angular movement therebetween and second coupling means between the second of said shafts and said coupling member establishing angular movement of said shaft relative to said coupling member in correspondence with the axial position of said coupling member with respect to said shafts to thereby angularly orient said shafts in accordance with the setting of said coupling member.

7. The distributor of claim 6 wherein said mounting means includes a tubular housing mounted to the engine,

a rotor including a switching member in predetermined angular orientation,

said rotor shaft being rotatably supported in said housing and extending oppositely therefrom into said tubular housing and outwardly from said housing,

said rotor being releasably interconnected to the rotor shaft within said housing to establish a predetermined initial angular positioning of the rotor on said shaft,

said coupling member including a rotating sleeve, said sleeve and rotor shaft having a corresponding spiral projection and groove mating with each other to interlock said sleeve and rotor shaft, said sleeve extending from said rotor shaft in telescoped relation with the engine shaft,

said engine shaft being rotatably mounted in the lower end of the tubular housing and projecting inwardly into said tubular housing coaxially with said rotor shaft, and

said coupling sleeve and engine shaft having a mating radial projection and groove circumferentially spaced from said spiral projection and groove.

8. The distributor of claim 7 wherein said rotor shaft and sleeve include a first and a second mating spiral projection and groove located to opposite sides of the sleeve and each extending slightly less than 180 of the sleeve, and said engine shaft and sleeve include a first and a second radial projection and groove on diametrical opposite sides of the sleeve between said spiral projection and grooves. I

9. The distributor of claim 7 including a tubular support member telescoped over the coupling sleeve and having a recess, said sleeve having an exterior sleeve projection mating with said recess to rotatably support said sleeve,

and a throttle related control lever interconnected to said tubular member for axially positioning of said tubular member and said rotatably mounted sleeve.

10. The distributor of claim 9 wherein said sleeve has said exterior projection located adjacent one end thereof,

said tubular member extends coextensively of said sleeve member,

said tubular member having an axial internal recess extending coextensive of said exterior projection and terminating in a supporting ledge for said projection,

a needle bearing secured within said extended portion of said tubular member in abutting engagement with the in phase of said sleeve member and thereby defining a rotatable support of said sleeve member within said tubular member.

11. The distributor of claim 6 wherein said mounting means includes a tubular housing portion terminating in a supporting flange and having a cup-shaped rotor cap releasably secured to said flange and defining a rotor chamber,

a plurality of equicircumferentially spaced contact members secured within said cap and connected to individual firing mean wires,

a rotor assembly including a supporting stem and a contact secured to said stern in predetermined relationship,

said rotor shaft being rotatably supported at said flange portion and extending oppositely therefrom into said tubular portion and into said cap,

said rotor stem being releasably interconnected to the coupling shaft within said cap to establish a predetermined initial angular positioning of the rotor assembly on said shaft,

the said rotor shaft within said tubular housing having a pair of spiral projections extending axially of said shaft, said spiral projections being located to the opposite sides of said shaft and correspondingly circumferentially extended over slightly less than of the circumference of the shaft,

said coupling member including a sleeve having a pair of spiral grooves mating with said projections with said sleeve extending from said coupling shaft in telescoped relation with the engine shaft and 'having a pair of radial grooves located diametrically of each other and between said spiral grooves,

said engine shaft being rotatably mounted in the end of the tubular housing portion opposite said rotor assembly and projecting inwardly into said tubular housing portion coaxially with said rotor shaft,

a pin and recess coupling between interconnecting adjacent opposing ends of said engine shaft and said rotor shaft,

said engine shaft having a pair of diametrically ex-' tending radial projections mating with the corresponding radial grooves in said coupling sleeve,

said sleeve having a radial exterior circumferential projection,

a tubular support member telescoped over the coupling sleeve and having a recess with said exterior circumferential projection journaled therein to rotatably support said sleeve,

said housing having an axial opening, and

a throttle related control lever extending through said axial opening in said tubular housing portion and interconnected to said tubular member for axially positioning of said tubular member and the rotatably mounted sleeve.

12. The distributor of claim 11 including a sealing bracket member connected to said shaft and abutting said tubular housing in overlying relationship to said slot,

said bracket extending in the direction of movement of said shaft to maintain closure of said slot for all positionings of said throttle lever or shaft.

13. The distributor of claim 11 wherein said sleeve has said exterior projection located adjacent one end thereof,

said tubular member extends coextensively of said sleeve member with the end adjacent said enlargement extending axially upwardly thereof,

said tubular member having an axial recess extending from said last named end and terminating in a supporting ledge for said circumferential projection,

a needle bearing secured within said extended portion of said tubular member in abutting engagement with the in phase of said sleeve member and thereby defining a rotatable support of said sleeve member within said tubular member.

14. The distributor of claim 11 wherein the rotor shaft is threaded into said rotor stem,

a locking screw is threadedly mounted radially within said rotor stem and movable into selective blocking engagement with said rotor shaft to releasably interconnect said rotor stern in predetermined fixed angular relationship to said shaft.

15. The distributor of claim 6 wherein said coupling member is a sleeve and said rotor shaft and sleeve include a radial mating projection and groove and said engine shaft and sleeve are tubular members having mating and complementing cam edges extending axially and circumferentially.

16. The distributor of claim 6 wherein said mounting means includes a tubular housing portion terminating in a supporting flange and having a cup-shaped rotor cap releasably secured to said flange and defining a rotor chamber,

a plurality of equicircumferentially spaced contact members secured within said cap and connected to individual firing mean wires,

a rotor assembly including a supporting stem and a contact secured to said stem in predetermined relationship,

said rotor shaft being rotatably supported at said flange portion and extending oppositely therefrom into said tubular portion and into said cap,

said rotor stem being releasably interconnected to the coupling shaft within said cap to establish a predetermined initial angular positioning of the rotor assembly on said shaft,

said engine shaft being rotatably mounted in the end of the tubular housing portion opposite said rotor assembly and projecting inwardly into said tubular housing portion and having the inner portion formed as a tubular shaft with a circumferential portion removed to define a first cam edge extending axially and circumferentially of the shaft,

said rotor shaft within said tubular housing being telescoped into said tubular portion and having a radial slot,

said coupling member including a sleeve having a radial projection mating with said radial slot, said sleeve being a tubular member slidably mounted on the rotor shaft and having a corresponding tubular portion of the engine shaft and having a circumferential portion removed to define a second cam edge mating with and complementing said first cam edge,

a tubular support member telescoped over the coupling sleeve and rotatably supporting said sleeve,

said housing having an axial opening, and

a throttle related control lever extending through said axial opening in said tubular housing portion and interconnected to said tubular member for axially positioning of said tubular member and the rotatably mounted sleeve.

17. The distributor of claim 16 including a guide pin extending coaxially into the end of the tubular portion of the engine shaft and the inner end of the rotor shaft, and

a radial bearing supporting said engine shaft in alignment with said guide pin. 

1. In a distributor for an internal combustion engine including a switch means for selectively transferring power from a power source to an engine ignition means, comprising an input shaft assembly including a first and a second shaft, means connecting one of said shafts to actuate said switch means, means connecting the other of said shafts to the engine for rotation thereby, and a coupling means coupled to said shafts and movable axially of said shafts and including a first coupling between said first shaft and said coupling means preventing relative angular movement therebetween and a second coupling between said second shaft and said coupling means establishing angular movement of said second shaft relative to said coupling means and said first shaft in correspondence with the axial positioning of said coupling means with respect to said shafts.
 2. In the distributor of claim 1 wherein said first and second shafts are mounted in coaxial alignment, said coupling means includes a coupling member extended between and overlapping both said shafts and axially adjustable relative to the said shafts, said first coupling including an axial straight lip and groove coupling permitting axial movement of said coupling member for corresponding rotation for any given axial positioning of said coupling member, and said second coupling including a spiral cam coupling for establishing relative movement of said second shaft with respect to the said coupling member in response to axial movement of said coupling member relative to said second shaft and interlocking said second shaft and said coupling member for corresponding rotation for any given axial positioning of said coupling member.
 3. In the distributor of claim 2 wherein said coupling member is a tubular member, and means rotatably mounting said tubular member and movable axially of said shafts for correspondingly positioning said tubular member.
 4. In the distributor of claim 2 wherein said second coupling includes a mating lip and a groove formed respectively in said coupling member and said shaft.
 5. In the distributor of claim 2 wherein said second coupling includes said second shaft and said coupling member as corresponding diameter tubular members having circumferential portions removed and defining mating and complementing cam edges extending circumferentially and axially of said first shaft.
 6. In a distributor for an internal combustion engine including a rotatable switch means for selectively transferring power from a power source to an engine ignition means, comprising an input shaft assembly including a rotor timing shaft and an engine coupling shaft; a mounting means, means rotatably mounting said rotor shaft and said engine shaft within said mounting means, a coupling member coupled to said shafts and movable axially of said shafts and including a first coupling means between a first of said shafts and said coupling means preventing relative angular movement therebetween and second coupling means between the second of said shafts and said coupling member establishing angular movement of said shaft relative to said coupling member in correspondence with the axial position of said coupling member with respect to said shafts to thereby angularly orient said shafts in accordance with the setting of said coupling member.
 7. The distributor of claim 6 wherein said mounting means includes a tubular housing mounted to the engine, a rotor including a switching member in predetermined angular orientation, said rotor shaft being rotatably supported in said housing and extending oppositely therefrom into said tubular housing and outwardly from said housing, said rotor being releasably interconnected to the rotor shaft within said housing to establish a predetermined initial angular positioning of the rotor on said shaft, said coupling member including a rotating sleeve, said sleeve and rotor shaft having a corresponding spiral projection and groove mating with each other to interlock said sleeve and rotor shaft, said sleeve extending from said rotor shaft in telescoped relation with the engine shaft, said engine shaft being rotatably mounted in the lower end of the tubular housing and projecting inwardly into said tubular housing coaxially with said rotor shaft, and said coupling sleeve and engine shaft having a mating radial projection and groove circumferentially spaced from said spiral projection and groove.
 8. The distributor of claim 7 wherein said rotor shaft and sleeve include a first and a second mating spiral projection and groove located to opposite sides of the sleeve and each extending slightly less than 180* of the sleeve, and said engine shaft and sleeve include a first and a second radial projection and groove on diametrical opposite sides of the sleeve between said spiral projection and grooves.
 9. The distributor of claim 7 including a tubular support member telescoped over the coupling sleeve and having a recess, said sleeve having an exterior sleeve projection mating with said recess to rotatably support said sleeve, and a throttle related control lever interconnected to said tubular member for axially positioning of said tubular member and said rotatably mounted sleeve.
 10. The distributor of claim 9 wherein said sleeve has said exterior projection located adjacent one end thereof, said tubular member extends coextensively of said sleeve member, said tubular member having an axial internal recess extending coextensive of said exterior projection and terminating in a supporting ledge for said projection, a needle bearing secured within said extended portion of said tubular member in abutting engagement with the in phase of said sleeve member and thereby defining a rotatable support of said sleeve member within said tubular member.
 11. The distributor of claim 6 wherein said mounting means includes a tubular housing portion terminating in a supporting flange and having a cup-shaped rotor cap releasably secured to said flange and defining a rotor chamber, a plurality of equicircumferentially spaced contact members secured within said cap and connected to individual firing mean wires, a rotor assembly including a supporting stem and a contact secured to said stem in predetermined relationship, said rotor shaft being rotatably supported at said flange portion and extending oppositely therefrom into said tubular portion and into said cap, said rotor stem being releasably interconnected to the coupling shaft within said cap to establish a predetermined initial angular positioning of the rotor assembly on said shaft, the said rotor shaft within said tubular housing having a pair of spiral projections extending axially of said shaft, said spiral projections being located to the opposite sides of said shaft and correspondingly circumferentially extended over slightly less than 180* of the circumference of the shaft, said coupling member including a sleeve having a pair of spiral grooves mating with said projections with said sleeve extending from said coupling shaft in telescoped relation with the engine shaft and having a pair of radial grooves located diametrically of each other and between said spiral grooves, said engine shaft being rotatably mounted in the end of the tubular housing portion opposite said rotor assembly and projecting inwardly into said tubular housing portion coaxially with said rotor shaft, a pin and recess coupling between interconnecting adjacent opposing ends of said engine shaft and said rotor shaft, said engine shaft having a pair of diametrically extending radial projections mating with the corresponding radial grooves in said coupling sleeve, said sleeve having a radial exterior circumferential projection, a tubular support member telescoped over the coupling sleeve and having a recess with said exterior circumferential projection journaled therein to rotatably support said sleeve, said housing having an axial opening, and a throttle related control lever extending through said axial opening in said tubular housing portion and interconnected to said tubular member for axially positioning of said tubular member and the rotatably mounted sleeve.
 12. The distributor of claim 11 including a sealing bracket member connected to said shaft and abutting said tubular housing in overlying relationship to said slot, said bracket extending in the direction of movement of said shaft to maintain closure of said slot for all positionings of said throttle lever or shaft.
 13. The distributor of claim 11 wherein said sleeve has said exterior projection located adjacent one end thereof, said tubular member extends coextensively of said sleeve member with the end adjacent said enlargement extending axially upwardly thereof, said tubular member having an axial recess extending from said last named end and terminating in a supporting ledge for said circumferential projection, a needle bearing secured within said extended portion of said tubular member in abutting engagement with the in phase of said sleeve member and thereby defining a rotatable support of said sleeve member within said tubular member.
 14. The distributor of claim 11 wherein the rotor shaft is threaded into said rotor stem, a locking screw is threadedly mounted radially within said rotor stem and movable into selective blocking engagement with said rotor shaft to releasably interconnect said rotor stem in predetermined fixed angular relationship to said shaft.
 15. The distributor of claim 6 wherein said coupling member is a sleeve and said rotor shaft and sleeve include a radial mating projection and groove , and said engine shaft and sleeve are tubular members having mating and complementing cam edges extending axially and circumferentially.
 16. The distributor of claim 6 wherein said mounting means includes a tubular housing portion terminating in a supporting flange and having a cup-shaped rotor cap releasably secured to said flange and defining a rotor chamber, a plurality of equicircumferentially spaced contact members secured within said cap and connected to individual firing mean wires, a rotor assembly including a supporting stem and a contact secured to said stem in predetermined relationship, said rotor shaft being rotatably supported at said flange portion and extending oppositely therefrom into said tubular portion and into said cap, said rotor stem being releasably interconnected to the coupling shaft within said cap to establish a predetermined initial angular positioning of the rotor assembly on said shaft, said engine shaft being rotatably mounted in the end of the tubular housing portion opposite said rotor assembly and projecting inwardly into said tubular housing portion and having the inner portion formed as a tubular shaft with a circumferential portion removed to define a first cam edge extending axially and circumferentially of the shaft, said rotor shaft within said tubular housing being telescoped into said tubular portion and having a radial slot, said coupling member including a sleeve having a radial projection mating with said radial slot, said sleeve being a tubular member slidably mounted on the rotor shaft and having a corresponding tubular portion of the engine shaft and having a circumferential portion removed to define a second cam edge mating with and complementing said first cam edge, a tubular support member telescoped over the coupling sleeve and rotatably supporting said sleeve, said housing having an axial opening, and a throttle related control lever extending through said axial opening in said tubular housing portion and interconnected to said tubular member for axially positioning of said tubular member and the roTatably mounted sleeve.
 17. The distributor of claim 16 including a guide pin extending coaxially into the end of the tubular portion of the engine shaft and the inner end of the rotor shaft, and a radial bearing supporting said engine shaft in alignment with said guide pin. 